bbake mechanism



March 13, 1945. H. F. EBY

' BRAKE MECHANISM Filed NOV. 24, 1939 9 Sheets-Sheet 1 INVENTOR. HARRY FOKNEY EBY FIG. 11

ATTORNEY March 13, 1945.

H. F. EBY

BRAKE MECHANISM Filed Nov. 24. 1959 9 Sheets-Sheet 2 INVENTOR. HARRY FORNEY EBY ATTORNEYS.

March 13, 1945. H. F. EBY 2,371,158

BRAKE MECHANISM Filed Nov. 24, 1939 9 Sheets-Sheet 3 III1IIIIII INVENTOR. H6. 7 HARRY FORNEY EBY BY WWW ATTORNEYS March 13, 1945. H. F. EBY 2,371,158

BRAKE MECHANISM Filed Nov. 24, 1939 9 Sheets-Sheet 4 l N VE NTOR. HARRY FORNEY E'BY BY 'Gaaw/L'md/ ATTORNEYS.

March 13, 1945. H. F. EBY

BRAKE MECHANISM Filed Nov. 24, 1939 9 SheetsShe'et 5 INVENTOR. V HfiRKY FaKNEY EBY Caeoa L W W ATTORNEYS March 13, 1945. H. F. EBY 2,371,158

BRAKE MECHANISM Filed Nov. 24, 1939 9 Sheets-Sheet 7 '4 liovuzys.

H. F. EBY

BRAKE MECHANISM Filed Nov.

March 13, 1945.

24, 1959 9 Sheets-Sheet 8 INVENTOK HARRY FORM? EBY Chm/r ATTORNEYS.

March 1945. H. F. EBY 2,371,158

I BRAKE MECHANISM Filed Nov. 24, 1939 9 Sheets-Sheet 9 INVENTOR. HARRY FORNEY EBY ATTORNEYS.

draulic orpneumatic: brake systems.

Patented Mar. 13, 1945 UNITED S A -S PATENT OFFICE.

BRAKEMEQ HAN-ISM Harry Forney Eby, Lebanon, Pa'. Application: November 24, 1939; \.Seria-1Nm305,969 s Claihxsi to r se-72)" This: application a. continuation in part of. application Serial No. 594,656; filed by'me on February 23;. 1932*,now abandoned; and of. application, Serial No. 736g915 filed by me' on July 25,

1934, now forfeited.

This invention relates: to brakes and has for its object. the provision of an improved brake capable of use in either mechanical; power, hy

The: highgspee'ds at which vehicles are driven today make necessary the use of very eilici'ent brakes; In selt energizing brakes which are new in general use, a comparatively brakelin-= ing m-ust be used because of the high: pressurewhich is obtainedtand a comparatively hard drumbraking: surface must be used because ofthe hai'd lining. The high pressure results in the devel opment'of. a great: amount of heat and 'inthe chipping: of the'brake d'rum meta'l. Thisichi'pped metal becomes embedded the brake-lining: and acts as: an abrasive element to further" score the brake drum: The heat fusesthe small particles- It is the. object. of: this invention to obviate all oi: theaboveobjectionable.- features; in brake mechanisms and: yet produce.- a-. highly efficient. brake: for: all speed conditions.

Hydraulic brakes; are usually adiustedmerely/ by pumping fluid into'the; master cylinder-or the wheel. cylinders as. may be. deemed necessary. 'lhis,.however;.does not; properly adjust the brake since: it merely makes; the brake-lining. in the: shoe. eccentric; It. is an: object of this invention to produce a brake capable of use; with hydraulic. systems whichzwill be free; of. this defect;v

Further, in going down. grade with the. brakes on expansion due toheat causes the brake-drum. to draw away from the shoe. This. results in an increase: in. the. distance.- which the pedal must travelirr order: that: the: brake be applied. This expansion. is: often: so' great that the pedal can be pushed down. to the floor. board without ap-- 2w: 1ying thexbrake. It: is. obvious that under such of chipped metal which in their fused state co-- alesce with the other smali particles to form larger particles which in turn increase the" dam age' caused;v Furthertheheatgenerated: in the application of the brake results: in the distortion ofthebrake drunm which turn results inthe clearance in self energizing brake bands must.- be

exactly right, otherwise proper braking action will' not be obtained even if the brake lining' is properly centralized-- Further, as the. wheel bearing wears the wheell becomes inclined as does the brake drum which it" carries. This results in. the drum-bearing err-the inside edge of the brake lining on top and on outside edge of the.

brake lining on the bottom thusdecreasing the effective braking area.- Further; in going down grade with the brakes on heat causeseap'ansion of the drum; Since the brake drum 'eXpandsunequally, and the brake-shoe'elongates, this action results in the con-tact of." the band with the drum only at the nose and toe. All of the above result in the necessity of comparatively frequent adjustments of the brake-shoe to compensate for normal wear. lviisadjustrnent may result in either ahard pedal, lo'c'ked wheels, or no brake action at all. Misadjustment may further relockingiof the wheels, thus resulting in uncon trolled-action by the brake proper. Further, the

'cause the brake: pedal: to travel an additional suit in: spot'c'ontact between. the brakedrumand brake liningthus decreasing the eiie'ctive brak ing area. Proper adjustment is not often had since this can be achieved only by a very skilled mechanic. i

circumstances the efiicacy of the brake is temporarily destroyed; It is another of the objects of this invention to produce a brake wherein the objection: set forth; in this paragraph: is entirely:

obviated. I

Further; because of the difierence in relative expansion between the brake-drum and brakeshoe of brakes now in general use it becomes necessary during thea-pplicationof the brake to.

attached can'behalted quickly and within a comparatively short distance. This has resulted in h theuse ofself-energizingand hydraulic brakes. Both of these types of brakes are objectionable because-they are not fully controlled by the pedal action.

The self-energizing brakes are only about lll to 50% controlled by' the pedal action and the hydraulic brakes are about controlled by the pedal action. It is another of theobjects of "this invention to produce a brake which'will be practically controlled by the pedalaction.

Further; brakes now in general use are often.

rendered inoperative or their effectiveness de- Further, it is very difiicult if not impossible to determine the clearance in brakes now in general use when adjusting the same even with feeler gauges. It is an object of my invention to provide a brake with means which will automatically determine the clearance between the brake lining and brake shoe when the brake is being adjusted.

It is a further object of my invention to produce a brake wherein the heat produced during the braking action will be dissipated with comparative rapidity, without materially affecting the strength of the braking elements.

It is a further object of my invention to produce a brake having a warp-proof brake disk.

It is a further object of this invention to produce a brake capable of producing rapid deceleration which will be easy to manufacture, assemble andproduce. 1

It is a further object of this invention to provide a brake wherein brake-lining can be used for both brake contacting surfaces.

It is a further object of this invention to provide a brake wherein both surfaces of the brakelining will function to produce deceleration.

It is a further object of this invention to provide a brake having the advantages hereinabove specified and wherein the dust plate of the brake will form an integral part of the wheel with which the brake is to be associated.

I accomplish my purposes by substituting cooperating fiat braking surfaces for peripheral braking surfaces now in use; by so suspending that cooperating braking surface carried by the wheel or brake-drum that it will be movable in a plurality of planes with respect thereto so as to' maintain a position parallel to the other cooperating braking surfaces no matter how the wheel inclines upon its bearing; by so forming and positioning the member through which pressure is applied to the braking elements that the heat generated in the braking operation can-be most rapidly dissipated, that uniform pressure is transmitted at the braking surfaces and so as to avoid distortion of the braking elements due to pressure; by providing means whereby inequalities in pressure or adjustment in the brake surfaces whether in one wheel or in all of the wheels will automatically be compensated for;

due to expansive and contraotive forces is avoided; by so forming and positioning the relative parts so that brake-lining of any thickness may be used in the unit; and by floating the brakelinings so that both surfaces thereof can function to produce deceleration.

I have incorporated my invention in a preferred structure which is more particularly described in the following specifications and in the drawings which form a part thereof.

In the drawings wherein similar reference numerals denote similar parts,

Figure 1 is a front view of my improved brake unit assembled and ready for being attached to the vehicle axle with which it is to be associated.

Figure 2 (sheet 2) is a side view showing the brake attached to the' dust plate of the wheel.

by so forming the means which serve to bind the brake elements togetherthat they will also function as spacing and adjusting means for the brake elements and as automatic clearance determinants for the same; by so forming the device that practically the same foot pressure will result in the same deceleration no matter whether the foot pedal has comparatively little travel, as when the brake-lining is new, or comparatively great travel, as when the brake-lining is old; by so forming and positioning the relative parts of the unit that wear will be automatically compensated for; by providing the brake disks with slots so that warping of the same Parts of the dust plate and the backing plate are shown broken away for the purpose of clearance. (It is to be noted that in brakes now in general use the dust plate is the brake drum.)

Figure 3 (sheet 2) is a section taken along the line 3-3 of Figure 1 with the dust plate attached thereto.

Figure 4 (sheet 2) is a section taken along the line 44 of Figure 1 with the dust plate attached thereto.

Figure 5 (sheet 2) is a section taken along the line 5--5 of Figure 1 with the dust plate attached thereto.

Figure 6 (sheet 3) is a front view of my improved brake band as a unit including the dust plate, parts of the dust plate being broken away and parts being shown in section for the purpose of more clearlyshowing otherwise hidden parts. 1

Figure 7 (sheet 3) is a section taken through the dust plate along the lines 'l-'! of Figure 6.

Figure-8 (sheet 4) is a perspective view showing a fragmentof my brake device with the dust plate removed. Parts of the device are shown in section and other parts are shown broken away for the purpose of clearances. v Figure 9 (sheet 4) is a perspective view showing the component elements which together form the lever arm structure and fragments of the backing plate andclampin'g ring which are as sociated with and form bearing members for the said lever arm structure. 1

Figure 10 (sheet 1) is a side view showing a fragment of my device including one of the lever arms, the full lines showing one position of the clamping ring, the lever arm, and associated parts and the dot and dash lines showing another position assumed by the said elements. A portion of a lug has been broken. away to show the relative position of the anchor pin as it passes through the aperture in the lug.

Figure 11 (sheet 1) is a section of a fragment along the line I I-H of Figure 1.

Figure 12 (sheet 1) is a section of a fragment taken along the line |2l2 of Figure 1.

Figure 13 (sheet 3) is a perspective view showing a modified structure used to prevent rattle in the rotary lining disk.

Figure 14 (sheet 5) is a front view of a modified form of my improved brake unit assembled and ready for being attached to the vehicle axle with which it is to be associated. Parts of the movable clamping ring and brake lining have been broken away for the purpose of more clearly illustrating the structure of the unit.

Figure 15 (sheet 5) is a rear view (on a somewhat smaller scale than that to which Figure 14 was drawn) of the brake shown in Figure 14. Parts of the stationary'clamping ring and one of the brake linings have been broken away to more clearly :show otherwise hidden parts.

Figure 16 (sheet 6) is a side view of the unit shown in Figure 14 when attached to the vehicle wheel and axle, fragments of the wheel :and axle also being shown. Parts of the dust plate 'and the stationary clamping ring have been broken away for the purpose of clearness. 1

Figure 1'? (sheet 6) is a section taken along the lines 11-11 of Figure 14. Parts of the'lbrake spacing or adjusting and automatic clearance determinant structure have been broken away .for thepurpose of more clearly illustrating the structure of this unit.

Figure 1-8 (sheet '7) is a front view of the dust plate with only the brake disk positioned therein, parts of the braking disk and of the dust plate being broken away for the purpose of clearness.

Figure 19 (sheet '1) is :a perspective view of a fragment of the dust plate and brake disk shown in Figure 16 taken in the vicinity of one of the anti-rattle springs. Parts of the spring and spring casing have been broken away for the purpose of more clearly showing the structure of the same.

Figure (sheet 8) is a perspective View of a fragment of my brake shown in Figure 14 with the dust plate removed.

Figure 21 (sheet 8) is a perspective view of the fragment of my brake shown in Figure 2.0 as it appears when viewed from the side opposite to that from which Figure 20 was taken.

Figure 22 (sheet 8) is a perspective view of each of those elements which together constitute the spacing or adjusting means for and automatic clearance determinant of the brake shown in Figures 14 to 24 inclusive.

Figure 23 (sheet '8) is a section of a fragment taken along the line 23-23 of Figure 20.

Figure 24 (sheet .8) is a section of a fragment taken along the line 24-4-4 of Figure 20.

Figure (sheet 9) is a .side view partly in sec tion of a modified form of my improved brakeunit wherein the dust plate is an integral part .of the wheel with which the brake is associated. Parts of the tire have been broken away inorder to permit the showing of the wheel on as large a scale as possible"! i i Figure 26 (sheet 9) is a front view of that fragment of the unit shown in Figure 25 :which 1 falls between the arrows 26-46. The hub cap has been removed in order to showot'herwise hiddenparts.

Referring more particularly to Figures 1 to 13 of the drawings, reference numeral 1 denotes my improved brake as a unit which is composed of a primary brake section .2 adapted to be connected t an axle flange of an automobile (not shown) by means of bolts (not shown) extending through suitable apertures 3 formed in the backing plate 4 of my main brake portion 2 and a .dust plate 5 attached to the automobile wheel (not shown) by bolts 5 extending through suitable apertures 6' normally bear shoe 10, two lever arms H, a fulcrum arm 12 as sociated with each lever arm I I, an anchorpin 13 associated with each lever arm H, and a compensating link 14 associated with the said lever arm H.

The backing plate 4 is composed of a main body portion 15, having the groove 2! formed therein, a U-shaped bridge portion it defining and forming the groove [1, the annular centralizing lug l8 and the bearing portion 19 which terminates in the flange 29. The backing plate 4 has attached thereto by means of the screws 22 the cast iron braking ring 1. Forfurther strengthening the bond between the braking ring 1 and the backing plate 4 against rotary motion relative to each other the backing plate 4 is provided with a plurality of lugs 23 which extend into suitable .slots 24 formed in the cast iron braking ring 1.

The said cast iron braking ring 1' has formed. thereon the annular centralizing lug 25 which cooperates with the centralizing lug 18 on the backing plate 4 to properly position the cast iron braking ring 1 upon the backing plate andin providing a contact and bearing surface between .the said elements 4 and I as .is clearly shown in Figures 3, 5 and 8.

The revolving brake ring 8 is composed of a central bearing member 26 to which is attached the ring-like brake lining elements 21-21. The external diameter of the central bearing member 26 is substantially less than the internal diameter of the dust plate 5. This results in a substantial amount of clearance 2114 between the external peripheral surface of the central bearing member '26 and the internal surface of the dust plate 5.

threaded collars 33 formed on the plate 5 as. The portion 26 has formed shown in Figure 4. therein a plurality of 510175 94 which are adapted to receive the lugs formed on the inner surface of the dust plate 5 for locking the said dust plate and the wheel which it carries to the said member 26. The external diameter of the elements 21-41 and the height of each lug 95 are such that a substantial amount of clearance 205 1: exists between the external peripheral surfaces of the elements 21-21 and the upper surfaceof the lugs 95. The upper edge of each of the slots 94 is substantially at the external peripheral edge of the elements 21-41. There is therefore a sub- .stantial amount of clearance 296 between the One of the many possible equivalents for the anti-rattle spring structure, 29 shown in Figures-4,

7- 6 and '1 and hereiualsove discussed is shown in Figure 13. In this structure the dust plate 5 has a slot 34 formed therein which is covered by it has one of its ends 31 anchored as shown at 38 and the other of its ends free as at 39 and its I body portion 46 curved downwardly so that it will against the element 26 of the rotating disk 8.

The clamping ring 9 (see particularly Figures 8, 5, 4 and 3) is an anular member composed of the downwardly extending flange 4| terminating at its upper end in the inverse U bridge member 42, which in turn terminates in the lip portion 43 having the annular centralizing lug 44 formed thereon. The annular lug 44 cooperates with a similar lug 45 formed on the'annular cast iron brake shoe member I for properly positioning the annular cast iron brake shoe member ID upon the member 9 and for furnishing a bearing and contact surface between the members l0 and 9 as is clearly shown in Figures 4, and 8. The annular cast iron brake shoe member ID is attached to the clamping ring 9 by means of suitable screws 46 and held against rotary motion relative to the member 9 by means of the lugs 41 formed on the annular cast iron brake shoe member it formed in the lugs 2| 3 extending from the lip portion 43 of the member 9. The clamping ring 9 has further formed thereon two lugs 48 each of which has a groove 49 and a slot 56 formed therein. The outer face 2|4 of the lug 41 is in the same plane with the outer face 2|5 of the lug 2|3. And both faces 2|4 and 2|5 are in the same plane as the outer peripheral surface 2|6 of the cast iron brake shoe member l0. The external diameter of the annular cast iron brake and shoe member ID is substantially less than the internal diameter of the dust plate 5. This results in a substantial amount of clearance 2|! between the outer peripheral surface 2|6 of the annular cast iron brake and shoe member ID and the inner peripheral surface 2|6 of the dust plate 5. The internal diameter of the annular cast iron brake shoe member I6 is equal to the internal diameter of the cast iron brake ring I, of the bearing member 26 of the revolving brake ring 6, and of the ring-like brake lining elements 2'|-2'|. The external diameter of the downwardly extending flange 4| of the clamping ring 9 is substantially less than the internal diameter of the members 1, i6, 26 and 2'|-2'|. This results in a substantial amount of clearance 201 between the external surface of the flange 4| and the internal peripheral surfaces of the members I, I6, 26 and 21-21. The internal diameter of the downwardly extending flange 4| of the clamping ring 9 is substantially greater than the external diameter of the wall 2 I!) of the U-shaped bridge portion l6 of the backing plate 4. This results in a substantial amount of clearance 269 between the surface 2 of the flange 4| and the surface 2|2 of the wall 2H1.

Each of the anchor pins |3 is composed of a cylindrical portion 5| terminating at its lower end. in a threaded portion 53 and at its upper end in the oblong member 52. The cylindrical portion 5| of each pin I3 is formed for being received in and for extending through a suitable bore formed in a boss 96 which is formed on the portion l5 of the backing plate 4. member 52 of each of the anchor pins I3 is formed for being freely received within the slot 50 and is so proportioned that a substantial clearance |84 exists between the outer surface 268 of the oblong member 52 and the inner surface |65 of the slot 50. The portion 52 has formed therein a slot 54 and an aperture 55.

Each of the fulcrum arms I2 is U-shaped in cross-section being composed of a central portion 56 and two arms 5|-5'|. ends 58 of each of the said arms 51-51 circular in cross-section.

Each of the lever arms I is composed of a main are semi- The oblong which extend into suitable slots body portion 59 terminating at each of its ends in the bifurcated portions 60 and 6| respectively. Each of the arms 62 of the bifurcated portion 66 has an aperture 63 formed therein and each of the arms 64 of the bifurcated portion 6| has an aperture 65 formed therein. Each of the arms 62 further has formed therein a groove 66 which in shape is complementary to the groove 49 formed in the lug 48 of the clamping ring 9. The shape of the groove 49 is such that its face 6'! which is to the left of a center line drawn through the said groove as shown in Figures 8 and 9 and is of the same radius as that of the semi-circle which serves to form and bound the ends 58 of the arms 51 of the member |2 while the face 66 is the straight line which is formed by the faces 69 of the arms 5'! of the member I2 when the said fulcrum arm I2 is in the non-applied position of the brake (shown clearly in Figures 3 and 8). The face 16 of the groove 66 is parallel to and of the same form as the face 68 of the groove 46 and the face ii of the groove 66 is parallel to and the same form as the face 61 of the groove 49. A pintle 12 extends through the apertures 63 formed in the arms 62 of the bifurcated portion 66 of each of the lever arms II and through the aperture 55 formed in the portion 52 of the anchor pin |3 for the purpose of attaching the end 66 of each of the arms H to the said anchor pin l3. A cotter pin 13 extends through a suitable aperture formed near an end of the pintle 12 for latching said pintle in place. A pintle 14 extends through each of the apertures 65 formed in the arms 64 of the bifurcated portion 6| of each of the lever arms I! and through the oblong slot 11 formed in the compensating arm l4 for the purpose of attaching each of the said ends 6| to the said compensating arm l4. A cotter pin 15 extends through a suitable aperture formed near an end of the pintle 14 for latching said pintle in place. The said compensating arm l4 has further formed therein an aperture 18 which is positioned for registering with apertures 82 formed in the arms 8| of 5 the end 86 of the cable 19 and for receiving the The upper and lower pintle 83 and cotter pin 84 which lock the said end of the cable 19 to the said compensating arm M.

The said flange 4| further has formed thereon the lugs 85 in each of which is anchored the pins 8686. One of the ends of each of the pins 86 extends into'a suitable groove 81 formed in the backing plate 4 (see Figures 1, 3 and 4). The diameter of each of the pins 36 is substantially less than the diameter of each of the grooves 81. This results in a substantial clearance I86 between the outer surface of each pin 66 and the inner surface of the groove 81 which receives said pin. Each pin 86 serves as a guide member for the springs 88 which normally serve to urge the clamping ring 9 away from the backing plate 4 and keep the brake in its unapplied position (clearly shown in Figures 2, 3, 4, 8 and by the full lines in Figure 10).

The clamping ring 9 further has formed thereon lugs 89 which have suitable apertures formed therein for receiving an end 9| of the anti-rattle springs 90 and the other end 92 of which is anchored around the post 93 carried by the portion l5 of the backing plate 4. (See Figures 1 and 4.)

Although the manner of assembly, mounting and operation of the brake here shown and dc scribed is believed to be obvious from the fore-- going disclosure, yet for the purpose'of obviating tioned upon the annular clamping ring 9 and attached thereto by means of the screws 46. The rotating brake disk 8 is then mounted upon the clamping ring 9 to take the position shown in Figure 3 wherein the downwardly extending flange 4| of the member 9 extends through the aperture in the annular member 8. The springs 88 are then positioned upon the posts 86 and the clamping plate placed upon the ensemble of the members 9, I9 and 8 so that the posts 86 are received Within the grooves 81 formed in the backing plate 4. The anti-rattle springs 99 are now placed in position. Thereafter, the anchor pin I3 is inserted through theslot 59 in the lug 48 and through suitable formed apertures in the boss 96 formed on the portion I5 of the clamping ring 9 so that it assumes the position shown in the assembly in Figure 8. The fulcrum arm i2 is then inserted through the aperture 54 formed in the portion 52 of the anchor pin lt'and the lever arm H is then positioned upon the portion 52 of the anchor pin I3 to assume the position shown in Figure 8 wherein the head of the portion. 52 is received within the arms'62 of the bifurcated portion 69 of the lever arm H. The pintle i2 is then inserted through the registering apertures 55 and 63 on the portions 52 and 62 respectively and locked in placeby the cotter pin 13. The nuts 91-98 (see Figures 3, Band 9) are then actuated so that the anchor pin I3 is forced downwardly and is locked in the position shown in Fig ures 3, 8 and 10 wherein one of the ends 58' of the arms 51 of the fulcrum 'arm I2 is received within the slot 49and the otherof' the ends 58 of the said arms 510i the fulcrum arm I2 is re? ceivedin the slot 66 formed in the arms 62 of the lever arm H. The compensating arm 14 isnow positioned so that its ends are received; within the arms 64 of the bifurcated portion 6| 0f the arm H and that the apertures 11 register with .the apertures 65 formed in eachof the said arms the backing plate and the brake unit which it carries upon the axle is well known: in the art for that reason will not be here further discussed.

The

springs 29 are new placed in position upon the I fingers 28 and the cap 30 placed upon the collar 3|. or, in the event that the modification of Figure 4' is used, the cap 32 is placed upon the collar 33. Or, in the event that the modification shown in Figure 11 is used, the spring 36 and the cap 35 are placed in position upon the portion 5.

The nuts 9'! and 98 are now rotated so that the faces of the brake linings 2'i2'l and of the cast iron brake shoes 1 and I9 contact with each other. The nuts 91 and 98 are now turned backward a distance sufficient to just insure that the faces of the elements 28, 1 and I0 respectively cannot contact with each other. The brake is now properly adjusted.

It is to be noted that when the brake is in the adjusted position the fulcrum arm 12 occupies the position shown by the full lines in Figures 3, 8

and- 10 wherein its vertical center line AA falls assume the position shown by the dot and dash lines in Figure 10. The fulcrum arm i2 rotates The bifurcated end 89 orthe cable 19 which extends through asuitable sheath 16 having one of its ends positioned in a suitable aperture formed in the backing, plate 4 is then positioned so that the apertures82 in the arms '8l register with the aperture 18 inthe compensatingarm l4 and is locked in this. position by' means of. the pin-- tle 83 and the cotter pin 84-. The dust plate Sand the wheel which is attached to it isnow mounted upon the ensemble 2 of the brake ortion-l so that the lugs or fingers 95 are received withinthe slots 94 formed inthe revolving brake ring 8 The in. a counter-clockwise direction, decreasing the angle between the center line AA and the line represented by the axis of the anchor pin. It is to be further noted that when the fulcrum arm I2 is in the maximum brake applied position the center line AA has not rotated past the line represented the longitudinal axis of the anchor pin l3. This structure insures the return of the lever arm II to its proper position after the foot pedal is released and the brakes are disengaged.

It is further to be noted that by means of my anchor pin 13 I am enabled to use brake lining of any thickness for the elements 21, it being only necessary to actuate the nuts 91 and 98 so that the anchor pin I3 is locked in the position ma e necessary by the thickness of the brake lining 21 used. It is further to be noted that with my structure it has become possible to place brakelining upor'i the faces of the cast iron braking disks 1 and. I0 respectively which contact with the elements- 21-27.

It furtherto be noted that when my brake unit 2 is fully" assembled the points 3 and 0" representing v the center of the portion 52 of" the anchor pin l3 and the central-pointwhere the pintle 'l-2 extends through the arms 64 of the lever ll fall on the same straight line, thus preventing torquein the said arms I l resulting from pressure applied upon the cable 19 is automatically equalized' through the brake member when the brake is'applied. For, let itbeassumed thatthe brake has'been so adjusted that the faces of the brake member near the left lever arm H are closer together than the faces of the portions 1, l0 and 21' near the righthand lever arm H. Pressure upon the root pedal tending to actuate the cable 19in thedirectionofthe arrow P will result in equal movement of both halves of the compensating arm I4 with the pintle 83 as the center of applis cation. When the left hand portion of the arm I4 reaches a position wherein that portion of the members 1, I and 21 which arenear the left hand lever arm I I are in contact, the right hand portion of said arm I4 will still have room for forward motionbecause of the fact that the portion of the elements 1, I0 and 21 closest to the right hand lever arm I I are not as yet in contact. The arm I4 will then move forward in the line of least resistance around the pintle 83 as a fulcrum until the portion of the brake elements 1, I0 and 21 closest to the arms I4 are also in contact. It is particularly to be noted that continued movement of the brake element I0 without binding during this entire operation is made possible by the clearances I84, I86, 201, 209 and 2I1. Continued movement of the elements 21-26-21 without binding during this entire operation is made possible by the clearances 204, 205, 206 and 201. Thereafter, the arm I4 will again move forward in a'straight line with the pintle 83 as the point of application with equal pressure resulting at each of the fulcrum arms I2. It is obvious that to get equal pressure in the compensating arm I4 the distance from the center line of the aperture 18 to the centers of each of the apertures 11 must be equal as shown at D in Figure 1. I have also found that my novel structure will automatically compensate for differences in brake adjustment in two or more of brakes of a connected brake unit and as a result tmiform brake pressure is obtained at all of the brakes of the unit.

The unit shown in Figures 14 to 24 differs from that shown in Figures 1 to 13 in the following major particulars:

(a) The movable and stationary clamping disks are each integral units instead of being two pieces joined together by screws.

(b) The movable clamping disk has been provided with a plurality of diagonally disposed fins which serve to facilitate the radiation of the heat resultant from the braking action and to impart greater strength to the disk. 7

(c) The brake lining is merely positioned (floated) between the movable clamping disk, the brake disk and the stationary clamping disk and not attached to any one of these elements. As a result both faces of the brake lining function to produce deceleration.

(d) The nuts which are mounted on the anchor pins are so formed that they perform the triple function of serving as nuts, as spacing and adjusting means for the brake elements, and as automatic clearance determinants for the brake elements.

(e) The brake disk has a plurality of slots formed therein for the purpose of reducing to a minimum the tendency of the disk to warp when subjected to the forces of contraction and expans1on.

(1) Certain elements such as the anti-rattle springs 90 and their associated parts have been eliminated.

Referring more particularly to the said Figures 14 to 24, reference numeral IOI refers to the brake as a unit which is composed of a primary brake section 'I02 adapted to be connected to the axle A of an automobile in the usual manner by means of suitable bolts (not shown) extending through the apertures I03 formed in the backing plate'or stationary disk I04 and a dust plate I 5 attached to the wheel W of an automobile by III means of suitable bolts I06 extending through the apertures I01 formed in the said dust plate. The attachment of the backing plate I04 to the axle flange and of the dust plate I05 to the wheel is made in the same manner now practised in the art. Since this attachment in' and of itselfdoes not constitute a part of my invention, it will not be here further described.

The main brake portion I02 is composed of the said backing plate or stationary disk I04, the annular brake disk I08, the annular clamping ring or movable disk I09, the brake linings I13, the anti-rattle element I I0, the two lever arms II, a fulcrum arm I2 associated with each lever arm I I, an anchor pin I3 associated with each lever arm I I, a compensating link I4 associated with the said lever arms I I, and a spacing, adjusting and automatic clearance determining unit III.

The lever arms II, the fulcrum arms I2, the anchor pins I 3, and the compensating link I 4 have been fully described in the discussion of Figures 1 to 13 inclusive and for that reason will not be here further described. 1

The backing plate I04 (see Figures 15, 16, 1'7, 20, and 21) consists of a main body portion II2 having two grooves II3 formed therein, the two bosses I I4 formed thereon, an annular U-shaped bridge portion II5 defining and forming the groove I I6, the annular brake contacting portion I I1, and the outer U-shaped ring I I8 defining and forming the groove I I0. It is to be noted that the brake contacting portion I I1 is so formed that a portion I20 thereof extends over the groove I I6 and combines with the walls of the said groove to form a pocket I2I for any water, grease, or dirt which may find its Way into the groove and with the apron I29 of the movable disk I09 to form a shield 01' cover which prevents foreign elements falling along the apron from entering or falling between the braking surfaces. The bridge portion II5 has a suitable aperture I22 formed therein in the lower part thereof which permits the discharge of any foreign substance which finds its way into the pocket I2I.

The revolving brake disk I08 (see Figures 14, 15, 16, 17, 18, 19, 20 and 21) is a fiat annular ring having a plurality of dust plate engaging fingers I23 formed thereon and two series of radial slots I24 and I25 formed therein and extending from the outer and inner peripheries I26 and I21'respectively. The slots I24 are staggered with respect to the slots I25 as shown. The slots I24 and I 25 serve to prevent warping of the brake disk I08 when it is subject to expansive and contractive forces.

The clamping ring or movable disk I09 (see Figures 14, 16, 17, 20 and 21) is an annular member substantially L-shaped in cross-section the vertical arm I28 of which constitutes a brake forming surface and the horizontal arm. I29 of which constitutes an apron the free end I30 of which extends into the groove II6 formed in the backing plate I04 as shown. The arms I28 and I29 also form walls which serve to prevent foreign substances from entering between the brake forming surfaces. The arms I28 and I29 have a plurality of angularly disposed ribs I3I formed thereon which serve the twofold purpose of reinforcing the clamping disk I04 and of more rapidly dissipating the heat generated in braking. The ribs I3I are so formed that any radius of the disk I04 will cut at least two ribs. This structure imparts greater strength to the ensemble and Jae-21,158

serves to insure the even' distribution of the braking pressure. The arm I29 has extending outwardly therefrom the two lugs I32 each. of which has the slot I33 and the groove I34 formed.- therein. The slot I33 and the groove I34 are exactly 1 like the slot 50 and groove lfi respectivelyand serve exactly the same purpose. The slot I33 is so formed that a substantial amount of clearance I08 exists between the inner surface I89 of the slot I33 and the outer surface 208 of the obl'ongv pin I60 and the wall of the socket I62. Each pin I60 has mounted thereon a spring I64 which normally serves to urge the clamping ring I09 away from the backing plate I04 and to keep the plate in its unapplied position. v I

Each spacing, adjusting and. automatic clearance determining unit III (see Figures 15, 16,17, 20, 21 and 22) consists of the anchor pin I-3, the

nut I35, the boss II4, the anchor plate I36, and

the leaf spring detent I 31.

Each nut I35 has a groove I38 f'ormedtherein near the lower end thereof with the walls I39 and I40 of the groove forming shoulders for the up per and lower portions MI and I42 respectively of the said nut.

Each anchor plate I36 has a substantially hemispherical slot I43 formed therein-whichpermits of the nut I35.

Each detent I31 consists of a main body member I49 which terminates at its lower end in' the finger I50 which is received within a suitable aperture I5I formed in the boss I53 formed on the stationary disk I04. The inner face I54 of the main body member I49 of each detent I31 has a groove I55 formed therein. The main body member I49 of each detent I31 has further formed therein the aperture I56 through which the screw I51 extends. The screw I51 has the lock-washer I50 mountedthereon as shown and extends into a suitable threaded aperture formed in the boss The dust plate I05 consists of a back portion I65 and a flange portion I66. The back portion I65 has a plurality of apertures I61 formed therein which permit a still better radiation of the heat generated in braking. The flange portion I66 has formed therein the slots I68 which receive the fingers I23 of the braking disk I08.

Mounted on the flange portion I66 of the dust "plate I05 so as to overliethe, fingers I23 of the braking disk I08 are the anti-rattle elements I-I consisting of the channel members I69 each of which houses a leaf spring I10 which serve to prevent rattling of the revolving disk. The channel members LBS-and the-leafspri'ng I 1-0are held in position by means'of the scrws "-I1 I- which extendthrough suitable lock-washers I12, thence through the apertures formed in the members I60 and I10 and finally into a suitable threaded aperture formed in the flange portion I66. The height of each of the fingers I23 is such and the ceiling I81 of each of the channel members I69 is so positioned that a substantialamount of clearance 2I9 exists between the upper surface of each of the leaf springs I10 and the ceiling I81 of each of the channel members I69. It is to be noted that the annular brake disk I08, the annular clamping ring or movable disk I09, and the brake linings I13 are so formed'that a substantial amount of clearance 222 exists between their respective outer peripheral surfaces and the inner surface of the dust plate I05. Further, a substantial amount of clearance 223 exists between the inner peripheral surfaces of the elements I13, I08, I13 and the outer peripheral surface of the apron I29. Further, a substantial amount of clearance 224 exists between the inner peripheral surface of the lower portion of apron I29 and the outer peripheral surface of the wall 225 of the inverse U bridge II5. These clearances 222, 223, 224, the clearance I88, the clearance 2I9, and the clearance 22I make it possible for the brake disk I08, the movable disk I09, and the brake linings I13, to move without binding during the entire period in which the brakes are being applied and at the same time permit the componentelements of the brake'to make such of the adjustments relatively to each other hereinabove specified inthe detailed discussion of the operation of the modification shown in Figures 1 to 13 as may be necessary.

The manner of assembly, mounting and operation of the brake hereshown and described is believed to be obvious from the foregoing disclosure yet for the purpose of obviating any possible-misunderstanding the following detailed description is here given.

Let it be assumed that all the component parts of my improved brake have been formed and are at hand. We can then proceed as follows:

The anchor pin I3 is first inserted in the hole in the boss II4 formed on the plat I04. Then the nuts I35 are positioned upon the anchor pin I3. Then the anchor plate I36 is positioned upon the nut as shown in Figures 20*and 21. Thenthe detent is positioned as shown in said Figures 20 and21. Then the plate I04 is attached to the axle A by means of nuts extending through the apertures I03 in the manner well known in the art.

The annular brake lining I13 is placed upon the inner surface I16 of the arm I28 of the movable clamping disk I09, then the braking disk I08 ispositioned upon the brake lining I13, then another brake lining I13 is positioned upon the braking disk I08, then the springs I64 are positioned upon the guide-pins I60, and then this assembly is positioned so that the elliptical end crum arms I2 are inserted into the slots 54 formed in the anchor pin 13 (see Figure 9) so that their lower edges rest in the groove I34 as shown in Figure 2.0. Then the arm II are secured in position by inserting the pintles 12 through the proper apertures in the bifurcated arms 62 of the lever arm II and the portion 52 of. the anchor pin I3, as shown in Figure 20,, and fastening the same by means of the cotter pin 13. Then 83 and cotter pin 84. Then the compensating arm I4 is positioned so that its ends are within the bifurcated arms 64 formed on the lever arms II and attached thereto-by means of the pintles l4 and cotter pin T5. Then the dust plate I05 is attached to the wheel and the wheel and dust plate are mounted on the axle and positioned so that the fingers I23 of the brake disk I08 are received in the slots I68 of the dust plate. Then the wheel is fastened against lateral displacement on the axle by means of a nut (not shown) in the manner now well known in the art. The screws I'II of the anti-rattle unit arev now tightened to give the springs I10 the necessary tension to prevent them from rattling.

The brake may be adjusted in the following manner either before or after the dust plate is attached. The nuts I35 are turned until the braking elements 128, I73, I08, I13 and Ill contact. In this position, the face H6 of the arm I28 contacts the face I'Il of the element I73; the face I18 of the element I13 contacts the face I19 of the element I08; the face I80 of the element I08 contacts the surface I8I of the element I13; and the face I82 of thee'lement I13 contacts the face I83 of the element Ill. Then the nut is turned backwards. Since the nut is hexagonal upon each one-twelfth of a revolution of the same, either one of its flat faces I'M will contact the inner face I54 of the detent I31 or one of its edges I'I'5 will be received in the slot I55 formed in the said detent. Since the pitch of the nut and thread are known the distance which the nut travels in one-twelfth of a revolution can easily be calculated and in this case would be equal to one-twelfth of the pitch. (If the nut were an octagon the alternate faces and edges would contact the face and slot respectively of the detent at each sixteenth of a revolution, if decagon each twentieth of a revolution, etc. This follows the well known mathematical rules.) The total play or distance between the brake elements is equal to the number of backward turns from the fully compressed or absolute contacting position. If five-twelfths of a backward turn is taken then the total play between the braking elements would be five times one-twelfth of the pitch. Assuming that the pitch is .05", then the total play between the brake elements at this point in the adjustment is Since We must assume that this clearance is evenly distributed between the component brake elements then the clearance between any two adjacent surfaces is one-fourth of the totalclearance Or A; .02"=.005". It is believed to be obvious from the foregoing discussion that my nut I35, detent I31 and associated elements combine to form a spacing, adjusting, and automatic clearance determinant unit. In addition, the nut serves to bind the disks and other elements of the main brake portion I02 together.

The unit I90 shown in Figures 25 and 26 differs from that shown in Figures 14 to 24 in the fact that the dust plate forms an integral part of the wheel I9I. In this structure, the felly I93 of the wheel I9I and the plate I95 which is attached to the felly I83 by means of the rivets IE4 is the equivalent of the dust plate I 05. The brake disk I08 is keyed to the felly I93 by means of the lugs 203 which extend through suitable-slots formed in the brake disk I08. (The lug 203 and slot structure aforesaid are exactly the same in structure and function in exactly the same manner as the lug 95 and the slot 94 shown in Figures 1 to 13.) The plate I95 is attached to the disk-like portion of the cone I96 by means of the bolts I91 and nuts I98. (The bolt extend through the registering aperture I99 and 200 formed in the plate I05 and in the disk-like portion of the cone I96 respectively.) The cone is keyed to the bolt 202 by the key 220 and secured upon said bolt 202 by the nut 20,I.

The following are some of the many advantages resulting from my novel structure:

As a direct result of my bridge structure, uniform brake pressure at all points upon the brake is obtained and distortion of the metal of the backing plate and clamping ring is prevented. The fins serve to impart strength to the clamping plate and to more rapidly dissipate the heat due to braking. Uniform application of the brake is obtained and differences in the adjustment of the brake is compensated for by my compensating arm structure. The clearance hereinabove specified between the brake elements makes it possible for the elements of the brake to. adjust themselves and exert uniform pressurewithout binding in response to the activation of the compensating arm structure. Different thicknesses of brake lining can be used because of the structure of my anchor pin and associated parts. Comparatively soft braking surfaces can be used because of the greater braking area provided which results in a reduction of the pressure necessary to give a certain decelerating action. Cast iron braking disks may be used thus utilizing the metal which can absorb the greatest amount of heat Without fusion or distortion. Full flat braking surface contact alway results because of the mounting of one of the brake members so that it is free to move in a plurality of planes. Uniform braking pressure is obtained no matter whether the brake pedals travel a short distance, as when the brake lining is new, or a comparatively long distance, as when the brake lining is old. Because of my structure, the brake can always be adjusted by practically any person and does not need the services of an exceptionally skilled mechanic. The clearance between the braking elements can be determined without the use of feelers and calipers because of my novel spacing, adjusting and clearance determining nut and its associated parts. By the use of free floating brake linings the greatest possible area of the brake lining is made available for braking purposes. By arranging the braking elements as shown in Figures 1 to 26 the braking surfaces are given the maximum possible protection against the entry of foreign elements between the braking surfaces. Further, any foreign elements which would find their way around the open ends of the protective walls would be thrown out from between the braking urfaces by the action of centrifugal force during the normal operation of the car. As a direct result of this structure, I am able to cut holes in the drum thereby permitting a more rapid radiation of the heat due to braking.

All of the above disclosure is to be understood as being by the Way of illustration only and not by the way of limitation since many changes may be made in the devices here disclosed without departing from the spirit of my invention which consists in so forming a brake that the decelerating force is produced by cooperating disk surfaces as distinguished from the peripheral surfaces now in-general use,in sosuspending one of the brake membersthat-it isfreeto move in a plurality of planes, in providing self-compensating clamping-means for forcing the brake surfaces into operative contact; in providing means i for automatically determining the clearance between the brakingelements, in providing means for more rapidly dissipating the heat due to braking; and in :so forming the braking unit that the ,possibility of the entry of foreign substances bepose of defining my invention should be limited I only by the prior art.

Having described my invention, what I claim as new and useful is:

1. A brake consisting of a first disc member; a

second disc member; a third disc member positioned intermediate said first and second disc I members, said third disc member having means formed thereon for attachment to the member which is to be braked and being mounted for horizontal movement in a plurality of planes and for inclination in a plurality of planes with respect to the element which is to be braked; a pair of levers positioned for applying pressure at two diametrically opposite points on said second disc member to cause said second disc member to move toward said first disc member; and a compensating arm pivotally connected at each of its ends to one of said levers.

2. A brake consisting of a first disc member; a second disc member; a third disc member positioned intermediate said first and second disc members, said third disc member having means formed-thereon for attachment to the member which is to be braked and being mounted for horizontal movement in a plurality of planes and for inclination in a plurality of planes with respect to the element whichis to be braked; a pair of levers positioned for applying pressure at two diametrically opposite points on said second disc member to cause said second disc member to move toward said first disc member; a

compensating arm pivotally connected at each of its ends to one of said levers; and actuating means pivotally connected to said compensating arm for actuating said arm.

3. A brake consisting of a base disc member; a second disc member mounted for lateral movement with respect to the said base disc member; and a third disc member positioned intermediate the said first and second disc members and mounted so as to be free to rotate independently of both the said base and second disc members, the said second disc member having an arm formed thereon which extendsover the said third and base disc members, the said second disc member having further formed thereon a plurality of angularly disposed fins.

4. A brake consisting of a base disc member; a second disc member mounted for lateral movement with respect to the said base disc member; and a third disc member positioned intermediate the base and second disc members, the said base disc member having a groove formed therein and a flange extending into the said groove and combining with the said groove to form a pocket, the said second disc memberhaving an arm formed thereon which extends over the said third and base disc members and terminates within the said groove formed in the said base disc member.

s 5. As an article of manufacture a brake consisting of a base disc member; a second disc member carried by the said base disc member and mounted for lateral movement with respect'to the said base disc member, each of the said disc members havingia bridge portion :formed therein; a third disc member positioned intermediate the said base and second disc members and mounted so as to be free to rotate independently of both the said base and second disc members; and

means for actuating the second disc member towards the said base disc member for frictional contact with the said third disc member.

6. A brake consisting of a base disc member; a second disc member mounted for movement with respect to the said base disc member; a third disc member intermediate the said base and second disc'members, the said third disc member hav ing means formed thereon for engagement with a rotary element to be braked and being mounted for horizontal movement in a plurality of planes and for inclination in a plurality of planes with respect to the said element to be braked; means for actuating the said second disc member towards the said base disc member for contact with the said third disc member; and annular braking lining positioned intermediate the said first and second and second and third disc members but not fastened toany one of the said disc members.

'7. As an article of manufacture a brake consisting of a base disc member; a second disc member carried by the said base disc member and mounted for lateral movement with respect to the said base disc member, both the said base and second disc members having a bridge portion formed therein intermediate their respective ends; a third disc member positioned intermediate the said base and second disc members and mounted so as to be free to rotate independently of both the said base and second disc members; a braking element connecting member for connecting the said third disc member with the member to be braked carried by the said third disc member; cooperating locking means carried by the said third disc member and the said braking element connecting member for locking the said braking element connecting member to the said third disc ,member for rotary motion therewith and permitting relative lateral motion between the said braking element connecting member and the said third disc member; and means for actuating the said second disc member towards the said base disc member for contact with the said third disc member.

8. As an article of manufacture a brake consisting of a first disc member; a second disc member mounted for lateral movement'with respect to the said first disc member, both the said first and second disc members having a bridge portion formed therein intermediate their respective ends; a third disc member intermediate the said first and second disc members andmounted so as to be free to rotate independently of the said first and second disc members and to move laterally with respect to the said first and second disc members; a braking element connecting member for connecting the said thirddisc member with the member to be braked carried by the said third disc member; cooperating locking means carried by the said third disc member and the said braking element connecting member for locking the said braking element connecting member to the said third disc member for rotary movement therewith and permitting relative lateral motion between the said braking element connecting member and the said third disc member; resilient means attached to both the said first and-second disc members for preventing rattling between the said two members and resilient means positioned between the said third disc member and the said braking element connecting member for preventing rattle between the said third disc member and the said braking element connecting member; means intermediate the said first and second disc members for normally forcing the said second disc member away from the said first disc member; means, including a toggle'mechanism, for actuating the said first and second disc members toward each other for frictional contact with the said third disc member; and means carried by the said toggle mechanism for varying 10 the effective distance between the said first and second disc members.

HARRY FORNEY EBY. 

